Traffic regulating system



AU8- 4, 1936- P. P. HoRNl TRAFFIC REGULATING SYSTEM Filed July 19, 1952 2 Sheets- Sheet 1- 2 Sheets-Sheet 2 Aug. 4, 1936. P. P. HORNI l TRAFFIC REGULATING SYSTEM v Filed July 19, 1952 led September 25, 1930, there is disclosed an` Patented IAug.. 4,.. 1936 UNITED STATES PATENT OFFICE This invention relates to an automatic tramo regulating system and has particular reference to a system of the type whose signals are subject tot control by the trafc.

In my co-pending application Serial No. 484,334,

automatic traic regulating system for a street 0r road intersection, which is normally inactive and whose signal lights are normally extinguished so as to dispatch trafiic along one street at the intersection without interruption by traffic control and which is arranged to become operative by a unit traic approaching the intersection on one of the other streets. -When the operation of the apparatus is so initiated by a unit of traflic approaching the intersection on'one of the crossstreets, the signal lamps are illuminated and the usual signal cycle is completed before the system again lapses into yinactivity and the s`1gna1 lamps aref again extinguished. This `condition normally obtains at all times until trafc from a cross-street again seeks to traverse the intery section.

In another form of traffic control system, clear signals are normally illuminated along the main highway or street having the greatest now of traffic so as to dispatch the traic, while the trafc on thecross-street intersecting the main highway is normally halted by a stop signal. The system is rendered active by trac approaching the intersection on the cross-street and the usual signal cycle is completed to temporarily stop the main highway traffic and permit the cross trafc to cross or enter the main highway. Thereafter the signal system again lapses into inactivity, that is to say, the clear signal isk steadily indicated to main highway traic and the stop signal is steadily indicated to cross traffic. f

'In the trafficcontrol systems disclosed in my aforementioned co-pending application, the trafficapproaching the intersection or main highway is not sunicientlywarned of the dangerous intersection ahead. For example,`if the signal lamps of the mechanism arev normally extinguished, there is nothing to warn a vehicle speedingalong the mainhighway of thevapproaching intersection, and frequently a vehicle turning into or lcrossing the main highway from a side street forming the intersection will not wait until the signal cycle Ais, suiciently advanced to ilash a gov or clear signal, but will turn into or seek to cross the main highwayy and thus provoke a serious collision` with ,speeding main4 highway trafc. f

Likewise, in the case where the normally clear to make a right or left turn or cross it and thus signal is steadily indicated along the main highway, a right-turning vehicle from a cross-street is likely to collide with a. speeding vehicle on the main highway.A Also, as in the case mentioned above, many operators of vehicles approaching 5 the intersection in the cross-street will not wait for the trafc system to give the clear signal in response to the actuation of the system by their vehicles, but will enter the main highway seeking endanger themselves and the occupants of vehicles approaching along the main highway.v

It is a principalobiect of this invention to provide bot-h of the normally inactive systems mentioned with auxiliary warning'signals to inform the vehicles approaching thevintersection from one or more or all directions that an intersection under automatic traiiccontrol lies ahead. In this way, the aforementicned normally inactive traic control systems are rendered more effectivev for preventing accidents `and collisions during their periods of normal inactivity, and provide a form of continuous warning signal ldespite the fact that the signal cycle is normally inactive, so as to dispatch traiic along the main highway. Thus, the presentsystem vhas all the advantages of the normally inactive,` vehicle-actuated traic control system,plus the advantages of the continuous traffic control system, without involving the objections to the former, that is, unidentiiied 30 street intersection, nor the objections to thelatter, that is, the intermittent stopping of tralc along a main highway when there is no crosstravelling trailic seeking to cross the main highway or turn into it. l c

This object is attained in a preferred embodiment of the invention, which preferably includes a traffic control mechanism which is normally i inactive, s as to dispatch traiic along'a main highway or other road or street having a considerable now of tranic, and which is rendered operative to stop the main highway trailc by a vehicle approachingthe vintersection from a side or cross street so asto permit this crossing vehicle to negotiate a turn into or cross the main highway. 45 This' system `returns to itsnormally .inactive state automatically uponcompletion of the signalcycle after permitting the. cross-travelling vehicle to enter or cross the mainl highway, `but the mechanism which completes the signal cycle` in this 50 fashion establishes another signalcircuit automatically, which f providesya` continuous l-warning signal to traiiic approaching the intersectionv from one or more or all directions. 1 I

More particularly, the mechanismwhichA re- 55 stores the traiiic control system to its normally inactive state closes a switch which, depending upon the selection of trafilc lamps previously made, effects the actuation of circuit interrupting devices interposed in the circuits of the signal lamps so selected. Accordingly, the selected signal lamp or lamps flash intermittently during the entire time that the principal signal system is inactive, so as to warn vehicles approaching from that particular direction of the dangerous intersectiori directly ahead. By means of a manually adjustable selector switch this selection may be made, whereby various combinations of trailic lamps intermittently flash the warning signal in different directions. For example, one position of the selector switch may cause the amber or caution lamps to flash in all directions; another position of the selector switch may cause the caution or amber lamps on the main highway and the red or stop lamps on the cross-street or streets to fiash intermittently; another position of the selector switch may cause the amber or caution lights on the main highway to flash intermittently and the red lamps on the cross-streets to shine steadily; another position of the selector switch may cause the main highway clear or green lamps to ash intermittently and the cross-street red or stop lamps to ash intermittently; while for another position of the selector switch the main highway clear or green lamp and the crossstreet red or stop lamp may shine steadily, while the main highway and cross-street caution or amber lamps flash intermittently. Obviously, many other combinations may be obtained for securing different hashing warning signal effects, and it is to be understood that such combinations lie within the scope of the invention.

'I'his intermittent flashing action of the lamps to constitute a warning signal at the intersection, ceases immediately upon energization of the master signal system when a. vehicle approaching the intersection on the cross-street closes the vehicle-actuated switch. The intermittently flashing warning signal remains inactive during the normal signal cycle initiated by cross-travelling traiiic but, as soon as thel signal cycle thus initiated is completed, instead of lapsing into complete inactivity, as is now the case, the intermittent signal mechanism immediately comes into action to maintain a flashing warning signal against trame approaching on one or more or all streets or roads constituting the intersection.

It will be seen that the automatic tramo regulating system of this invention constitutes a valuable adjunct to the present forms of normally inactive, vehicle-actuated types of trailic signal systems, such as are described in my co-pending application. The intermittent warning signal mechanism may be attached to either of the existing systems mentioned without great change and without great cost, inasmuch as the original circuits are not changed materially nor are many additional parts necessary, such parts constituting the interruptor mechanism, the manual selector switch and the relays controlled by the manual selector switch for selecting the various combinations of intermittently signalling lamps to the exclusion of the remaining lamps. It is to be understood, however, that the intermittent signal mechanism of this inventionis not necessarily a separate system, but forms part of a complete trailio control system, and should be considered as such, although wherever possible it may be applied as an auxiliary to the existing tramo control systems of the type described.

For a better understanding of the invention, reference may be had to the accompanying drawings, in which- Fig. l is a circuit diagram of -an automatic traiilc control system of the type whose signal lamps become extinguished upon completion of the signal cycle, this system including as a part the auxiliary intermittent signalling arrangement; and

Fig. 2 is a circuit diagram of a traiiic control system of the type which normally lapses into inactivity after completion of a signal cycle to indicate a clear signal to main highway trailc and a stop signal to cross-street tramo, this system including the auxiliary intermittent signalling arrangement.

In these drawings a simple case of two streets or roads intersecting at right angles has been selected in the interests of simplicity and clarity. It is to be understood, however, that the system of this invention is applicable with equal facility to streets or roads which do not cross at right angles, two or more intersecting streets or roads, streets or roads forming a T-shaped, L-shaped or Y-shaped intersection, more than two streets or roads forming a star-shaped intersection, and peculiar intersections constituting streets running together from any and all directions, whether or not these are through streets, and the like.' Also, in the particular cases selected for illustrating the invention, one of the streets is considered to be the ymain highway, along which tralc is despatched without being interrupted by the traffic control signals, except when Atramo approaching the highway on the cross-street initiates the signal cycle by closing either contacts 23 or 23' in Fig. 1, or contacts 230 or 230 in Fig. 2. Accordingly, in any case it is assumed that the main highway traic is heavy and flows substantially steadily during the rush hours and, therefore, it is desirable to despatch it as quickly as possible, while the tramo on the cross-street is relatively light and not steady, so that it is more feasible to 'despatch this cross-tralc when, as, and if it appears, whereby the main highway traflic is interrupted only in these circumstances.

The circuit diagram of Fig. 1 includes a master signal system of the general type disclosed in my afore-mentioned co-pending application, that is, one in which no tramc lamps are illuminated except when the signal cycle is initiated by the closure of either one of the street contacts 23 or 23 by a cross-travelling vehicle, and this system is provided with the auxiliary system having the added feature that, upon completion of the signal cycle so initiated, the intermittent flashing of lamps in one or more or all directions is procured continuously, until the master signal cycle is again energized to cross-travelling vehicles engaging either contacts 23 or 23. Accordingly, instead of lapsing into total inactivity by complete extinguishment of all traffic lamps, only the master signal system lapses into inactivity upon completion of the signal cycle, but the intermittent signal begins immediately thereafter.

'Ihe circuit diagram of Fig. 2 is of the general type of automatic traflic control system in which the signalling cycle of the master system is initiated by a cross-travelling vehicle actuated by either of street contacts 230 or 230', and after the signal cycle is completed the green or clear lamp is displayed steadily to main highway traiic and the red or stop light is displayed to cross-trav cling traflic, and this system is provided with the auxiliary 'system having the additional feature that the intermittent flashing signal becomes operative upon completion of the ma'ster signal cycle and continues until the master signal system is again energized by the closing of either of cross-street contacts 238 or 238 by a second cross-travelling vehicle.

While these two types of master traffic control systems'are the only normally inactivetypes now known to me, it is to be understood that the invention may be applied with equal facility to other forms of traflic control systems which have lapses of inactivity at any time.

Referring to the circuit diagram of Fig. l, let it be assumed that a vehicle is approaching the intersection from the north and that just before the vehicle reaches the intersection it closes street contacts 23. It will be recalled that in this system no traic lampsare displayed in any direction under normal circumstances and that the system is normally inactive in every sense of the word. This actuation of street contacts 23 closes a circuit traceable from battery 28, closed line switch 2|, wire 22, street contact 23 closed by the crosstravelling vehicle, relay 25, wire 26 and wire 26 back to battery 28. Relay pulls down its armature 25 to bridge contacts 21, closing a circuit traceable from battery 28 through wires 22 and 28, contacts 21 of relay 25, armature 25 thereof, -terminal 29, where the circuit divides, one branch leading to relay 32 and wires 34, 45 and 26 back to battery 20, while the other branch follows wire 3|, relay 33 and Wires 45 and 26 back to battery 28. Relay 32 pulls down its armature 36 to bridge contacts 31 and this armature 36 is locked in closed positionby pawl 38. Similarly, relay 33 pulls down its armature 39 to bridge contacts 48 and the armature 39 is locked in closed position by the pawl 4I.k

Both relays 32 and 33 control the circuit of motor A, the circuit including the contacts of relay 32 being traceable from battery 28, wires 22 and 42, contacts 31, armature 36 of relay 32, wires 42' and 43, motor A and wires 44 and 26 back to battery 28. The circuit including the contacts of relay 33 may be traced from battery 28 through wire 22, wire 22', contacts 48 of relay 33, armature 39, wires I9 and 43, motor A and. wires 44 and 26 back to battery 28. It will be seen that the contacts 48 of parallel relay 33 are in parallel with the contacts 31 of relay 32 and that, if the contacts of relay 32 are opened, the motor A circuit is maintained so long as the contacts of relay 33 are closed.

As the motor A begins to rotate, cam 58, mounted on'cam shaft 5I and driven by motor A,

'drops its fouower 52 oir of as high point 5s to the no motion surface thereof, which comprises the greater portion thereof. This action causes spring contacts 54 to close, which initiates the signal cycle operation. 68 are closed, and follower 66 lies in the notch of cam 61 and contacts 85 are closed, while contacts 68 are open.

It will be recalled that wire 43 was energized by relay 32 when cross-street contacts 23 were closed. Therefore, beginning with wire 43, a circuit may he traced through wire 55, closed contacts 54, follower 52, wires 56, 51 and 62, follower 58 of cam 69, closed contacts 6|, wire 63, and follower 66 of cam 61 where the' circuit divides. One branch of this circuit from follower 66 follows wire 14 to back contact 15 of relay 16.- The back contact 15 of relay 16 is normally engaged by armature 11,.so that the circuit completed thereby follows Wire 18 to back contact 19 of relay 49,

Also, contacts 6I of cam which is normally connected to wire 82 by the normally closed armature 88 of relay 49. Wire 82 leads to the cross-street red lights 83, which are. connected to the other side of battery 28 by wire 64 and wire 26. Cross red lights 8.3 are accordingly illuminated. The .other branch of the circuit from follower 66 of cam 61, runs ,through closed contacts 85, wire 86, normally closed back contact 81 of relay 88, armature 89 thereof, wire 98, main `amber lights 9| and wires 48 and 26 back to battery 28. It will be seen that the warning amber lights 9| are displayed to main high- I way traffic and the red stop lights 83 are simultaneously. displayed to cross-travelling traffic, including the vehicle which initiated the signals by closing street contacts 23.

As the cam shaftv5| rotates further follower 58 rides up on the -high point 59 of cam 68 to disconnect contacts 6|, thus breaking the circuit previously'traced to main amber lights 9| and cross red lights 83 and extinguishing them. Simultaneously, the follower 92' of cam 92 drops into the notch thereof and closes contacts 93, thus completing a circuit from energized wire 43, wire 55, closed contacts 54 of cam 58, its follower 52, wires 56, 51 and 94, follower 92 of cam 92, closed contacts 93 to terminal |86, where the circuit divides, one branch following wire |91 to solenoid v|88 and wires 84 and 26 back to battery 28.v

Energization of solenoid |88 withdraws locking pawl 38 and releases armature 36 of relay 32 to break the circuit across contacts 31 and through wire 43 to motor A, which, it will be recalled, was

red lights II8 and back to battery 28 through wires 48 and 26. Illumination of red lights II8 accordingly stops main highway traffic.

Another branch circuit from terminal |86 may be traced through wire III, follower II2 of cam II3, closed contacts II4, wire IE5, cross-street green lights II6, and back'to battery 28 through wire 26. Thus, cross traffic receives the go signal from green lights II6 and main highway traffic simultaneously receives the stop signal from the red lights I I8.

The followers of cams 68 and II3 subsequently drop oi the high points thereof and close contacts 6| and II1, respectively, and cam II3 also opens contacts II4, so that the circuit to cross green lights I I6 is broken while the main red lights I I8 remain energized. The circuit initiated by the closing of contacts II1 may be traced from energized wire 43, wire 55, closed contacts 54 of cam 58, its follower 52, wires 56, 51 and 94, closed contacts 93 of cam 92, terminal |86, wire III, contacts |I1 of cam II3, wire II8, normally closed back contact |I9 of relay |28, armature |21 thereof, wire |22, cross-street amber lights |23 and wire 26 back to battery 20. Thus, the crossstreet green lights II6 are extinguished and the cross-street amber lights |23 are simultaneously lighted.

Now, referring to the closure of contact 6I by cam 68, this action takes place an instant after the action of cam ||3 and effects the illumination of cross `reci. lights 83 and main amber lights 9|.

This circuit is traceable from energized wire 43,.

wire 55, contacts 54 of cam 50, wires 56, 51 and 62, closed contacts 6| of cam 60, wire 63, follower 66,'where the circuit divides, one branch running through closed contacts 85, contact 81 of relay 88, its armature 89 and wire 90 to main amber lights 9 while the other branch circuit follows wire 14, back contact of relay 16, its armature 11, wire 18, back contact 19 of relay 49, its armature 8|, wire 82, cross red lights 83 and back to battery 20 through wires 64 and 26.

Immediately thereafter, the follower 92' of cam 92 rides upon the no-motion surface of the latter and opens contacts 93. The opening of contacts 93 breaks the circuit through the main red lights 0 and the cross amber lights |23 which had been energized by the closure of contacts I |1 of cam ||3. The opening of contacts 6| also de-energized reset coil |08 of relay 32 so that it is ready for the next setting action.

Immediately after the action just described, the follower 66 of cam 61 rides up on the nomotion surface thereof to open contacts 85 and close complementary contacts 68, to extinguish main amber lights 9| and illuminate green main lights |25, while cross red lights 83 remain illuminated. Thus main highway trame is restored and cross-street traflic is stopped by the red lights 83 after having passed the vehicle which initiated the signal Aaction by closing crossstreet contacts 23 or 23. Fig. 1 illustrates this condition of the traffic control system. n

Meanwhile, the motor A continues to rotate until follower |26 of reset cam |21 drops into the notch |28 thereof to close contactsl29. 'I'he circuit thus established is traceable from battery 20,

rotating and all traffic lights are extinguished so that main highway traic can continue without interruption, inasmuch as the signal system is controlled only by the cross traffic. A stops, the follower 52 rides up on the high point 53 of cam 50 to disconnect contact 54, whereby the system is restored to its initial position and is ready for a successive cycle of operation initiated by a cross-traveling unit of tramo closing either contacts 23 or 23 on the cross street.-

Assume that the manual selector switch |54 is open, that is, that its arms |65 and |66 are not engaging any of the respective contacts |69, |10, |1| or |12, |13, |14. Under these conditions, the main amber lights 9| are caused to flash, as will now be explained. When the follower 52 rides up on the high point 53 of cam 50 an insulated iev-er |32 on its follower 52 forces spring contact |33 into engagement with contact |34. 'I'his closes a circuit traceable from battery 20 through wires 22 and |35, contacts |33 and |34, closed line switch to terminal |36, where the circuit divides, one branch following wires |31 to terminal |38, where the circuit again divides, one branch leading to motor B and back to battery 20 by way of wire 4|, while another branch leads from terminal |38 to contactor |43 having a follower |44, which rides on interrupter `cam As the motor driven by the motor B by means of shaft |46. Contacter |43 is engaged and disengaged from contacter |42 by the action of cam |45 in a manner readily understood. A condenser |48 in parallel with contacts |43 and |41 prevents arcing between them when they are separated by cam |45.

It will be recalled that the circuit divides at terminal |36 and the other branch of this circuit follows wire |50 to terminal |53 of manual selector switch |54, which is a double-pole, multiplethrow switch, whose purpose will be described later. yAnother branch circuit from terminal |53 leads to relay 88, which is accordingly energized and pulls down its armatures 89 and 89' and bridges front contact |63. 'I'his holding circuit is. completed through wires and 26 to battery 20.

Likewise the make and break contact |42 is connected by wire |56 to terminal |51 where it divides, one branch leading to the other terminal |58 of manual selector switch |54, while the other branch leads from terminal |51 and follows wire |59 to contact |63 of relay 88, its armatures 88' and 89, wire 90, main amber lights 9|, and Wires 48 and 26 back to battery 20.

It will be seen vthat the intermittent interrupton of this circuit by cam |45 periodically makes and breaks the circuit to the main amber lights 9|, so that they continuously flash a warning sig nal to the main highway traffic, all other traffic lights directed to main and cross traflic remaining extinguished. Thus, although the traffic control mechanism lapses into Iinactivity at the completion of the signal cycle, the main amber lights flash intermittently to warn main highway traihc of the intersection. When a cross-traveling vehicle closes contacts 23 or 23', the subsequent energization of the signal system operates motor A, so that cam 50 disengages contacts |33 and |34 to stop the motor B and the flashing of main amber lights 9|.

The flasher may be disconnected if desired by opening the switch 40. With this switch open and the motor deenergized, no traffic lamps are displayed in any direction. When the motor A stops, contacts 54 of cam 50 are opened and accordingly no energizing current from the wire 22 can reach the various signal lamps since such current is supplied solely through these contacts 54 when the switch |40 is opened.

Now referring to the two-pole, multiple-throw manual selector switch |54, it will be seen that it comprises two switch arms and |66, pivoted to terminals |58 and |53, respectively, and connccted by non-conductor bar |61 bearing the handle |68. By moving the switch by means of handle |68, each of its arms 65 and |66 may be connected to one of three contacts, the former engaging either .contacts |69, |10 or |1|, and the latter engaging either contacts |12, |13 or |14. Thus contacts |12 and |69, contacts |13 and |10, or contacts |14 and 1| may be simultaneously connected to the corresponding switch arms |65 and |66, respectively. Each of these combinations obtains a different flashing signal effect.

For example, assume that the switch |54 has been thrown so that arms |65 and |66 engage contacts |69 and |12, respectively, as illustrated in Fig. 1. One circuit completed by this position of the switch |54 is traceable from battery 20, wire |35, contacts |33 and |34 of cam 50, wire |50, terminal |53, switch arm |66, contact |12, wire |15, relay |20, and wires |6| and 26 back to battery 20. Energized relay |20 pulls its armature |2|' into contact with front contacts |16, and breaks contact between its back contact ||9 and its armature |2|. A :dashing circuit is accordingly completed from terminal |51 through switch arm |65, contact |69, wire |11, relay contacts |16, armatures |2I' and |2I, wire |22, cross amber lights |23, and wires 5| and 26 back to battery 2-0. Accordingly, inasmuch as main amber lights 9| are already flashing, both main amber lights 9| and cross amber lights |23 ash intermittently in all directions so as to warn traic of the intersection and cause it to slow down.

If the selector switch |61 is moved so that its arms |65 and |66 engage contacts |10 and |13,

respectively, the aforementioned circuit through relay |20 is broken and the normal contact between its armature |2| andback contact ||9 is restored. This position of the selector switch closes a circuit traceable from battery 20, wire |35, closed contacts |33 and |34 of cam 50, wire |50, terminal |53, switch arm |66, contact |13, wire |8I, relay 49 and wires |52 and 26 back to battery 20. Energized relay 49 pulls its armature 80 out of engagement with back contact 19 and its armature 80 into engagement with front contacts |82. This establishes a ashing circuit traceable from terminal |51, switch arm |65, contact |10, wire |83, relay contact |82, armatures 80 and 80, wire 82, cross red lights 83 and wires 64 and 26 back to battery 20. Thus, inasmuch as main amber lights 9| are already ashing and cross red lights 83 are ilashed in the circuit just described, intermittently ashing warning signais are directed in all directions, the crosstraic being additionally warned of the dangerous highway intersection by the red color of the ashing cross red lights 83. l

When selector switch |61 is moved so that arm |66 engages contact |14 and arm' |65'engages dead contact |1I, the circuit vto relay v49 is, of course, broken to restore normal contact between armature 80 and back contact 19 yso that cross red lights 83 cease ashlng, although the main amber lights 9| continue to ash, as described. This new position of the selector switch |61 establishes a circuit traceable from battery l 20 through wire |35, closed contacts |33 and |34 of cam 50, wire |50, terminal |53, switch arm |66, contact |14, wire |85, relay 16, and wires |39 and 26 back to battery 20. Energized relay 16 pulls its armature 11 out of engagement with back Contact 15 and its armature 11' into engagement with front contacts |86. AAs relay contacts |86 are connected in parallel with relay 16, the branch circuit closed by armature 11' follows wire 18 to contact 19 of relay 49, armature 80, wire 82, cross red lights 83 and wires 64 and 26 Vback to battery 20. It will be seen that cross red lights 83 shine steadily, While main amber lights 9| flash intermittently. Thus, cross tratlic is brought to a stop at the intersection by the red lights 83, and main highway tra-fdc is warned of the intersection ahead by the flashing main amber lights 9|. v

Thus it will be seen that'a number of combinations of separate flashing warning signals mayv y contacts v23 'or 23' by a cross-traveling unit of traic approaching the intersection.

Referring now to 'the system illustrated diagrammatically in Fig. 2, let it be assumed that a cross-traveling vehicle approaching from the north closes street contacts 230. A circuit is established which is traceable from battery 2000 through'wire 200|, contacts 230, wire 2002, relay 2003 and Wire 2004 back to battery 2000. `Relay 2003 is a slow-acting release or dash-pot relay, which remains closed for a duration of, say, three minutes, and when it is energized in the manner described its armature 2005 is pulled out of con-l tact with back contacts 2006 and its armature 2005 bridges to front contacts 2001. The period during which the relay 2003 maintains its contacts 2001 closed is equa! tothe cycle of operationof the signal selecting mechanism, that is, to the time interval during which the commutators I, 20|2, and 20|3 complete .a half revolution.` The bridging of front contacts 2001 by the armature 2005 establishes a circuit from battery 2000, contacts 2001, armature 2005 of relay 2003, wire 2008, motor A and wires 20|0 and 2022, back to battery 2000. Energization of motor A rotates commutators 20| 20|2 and 20|3 to complete the signal cycle of both main and .cross traveling streets.

It will be recalled that the normal condition of the signal circuit just described maintains a closed signal circuit through the main green lights 20|4 and cross red lights 20| 5. This circuit may be traced from battery 2000, wires 200| and 20|6,

brush 20|1, live segment 20|8 of commutator 20| opposite livesegment 20I9, brush 2020, wire 202|, back contact 2065 ofrelay 206|, its armature 2064 and wires 2068 to main green lights 20|4 and cross red lights 20|5, and' back to battery 2000 by Wayof wire 2022. p

Rotationl of motor A and the consequent rotation of commutators 20| I, 20|2 and 20|3 causes the trame signals to flash through the signal cycle as follows: As brushes 20|1 and 2020 ride off the live segments 20|8 and 20|9, respectively, of commutator 20| I, brushes 2023 and 2024 ride upon the live segments 2025 and 2026, respectively, of commutator 20|2.` This establishes a circuit traceable from battery 2000, wires 200| and 2069,`brush 2023, live segment 2025 of commutator 20 |2, live segment 2026, brush 2024, wire 2021, back contact 2028 of relay 2029, its armature 2030, wire 203|, cross amber lights 2032 and main amber lights 2033, and back to battery 2000 by way of wire 2022. warning lights are ilashed against both main and cross traveling vehicles. p

These amber lights are maintained illuminated .for a predetermined time, which is determinedV by the length of the live segments 2025 and 2026 of commutator 20| 2. Obviously, by lengthening the live segments of commutator 20|2, the' times of lillumination of the amber lights may be, ex tended so that they will beyilluminated before ther red or green lights are extinguished. and will be extinguished after the red and green lights are illuminated, and the like. After the brushes 2023 and 2024 move off of these live segments, brushes 2034 and 2035 of commutator 20|3 move upon the respective live segments 2036 and 2031 of commutator 20|3. rIfhis establishes a circuit traceable from battery 2000, wires 200| and 2009, brush 2034, live segment 2036 of commutator`20 I3, live segment 2031, brush I2035, back contacts 2038 of relay 2039, its armature 2012, wire 2040, cross green lights 204|, main redlights 2042, and wire 2022 back to battery 2000. VThe main red lights 2042 are accordingly displayed against main highway trailc to stop it, so that the cross traveling Accordingly, the amber vehicle, which originally initiatedthe circuit just traced by closing contact 230 may cross the main highway in response to the illumination of cross green lights 204|. After a predetermined interval suflicient to permit the cross-traveling vehicle to negotiate the main highway, brushes 2034 and 2035 ride oil of the respective live segments 2036 and 2031 of commutator 20|3 and extinguish main red lights 2042 and cross green lights 204|. the same time brushes 2023 and2024 ride upon the respective live segments 2025 and 2026 of commutator 20|2, and the main amber lights 2033 and the cross amber lights 2032 shine for an interval in the manner previously described. Then the brushes 20|1A and 2020 ride upon the respective live segments 20|9 and 20|8 of commutator 20|| at the time that the slow-acting relay 2003 or other suitable 'timing mechanism opens to stop motor A' and restores the original circuit to provide a steady green light on a main highway and a steady red light on the cross street. Also the armature 2005 of slow-acting relay 2003 is disconnected from front contacts 2001 and the armature 2005 is returned by spring 2043 into bridging contact with back contacts 2006.

This normal condition of relay 2003 effects the initiation of a flashing circuit which intermittently also ashes the main and cross amber lights to warn trame approaching on each street that a trafllc control zone is ahead. When line switch 2044 is closed, a circuit is established by the closing of contacts 2006 of relay 2003 and this circuit may be traced from battery 2000, wire 200|, back contacts 2006 of relay 2003, armature 2005', wire 2046, line switch 2044, wire 2045, where the circuit divides, one branch passing through motor B', whose circuit is completed by wires 2048 and 2022 to battery 2000. The consequent rotation of motor B also rotates cam 2050, whose follower 205| is accordingly raised and lowered into and out of engagement with one of the contacts 2052. A condenser '2041 connected in parallel with the contacts 2052 prevents arcing between them as they are separated by cam 2050. Engagement of contacts 2052 establishes the other branch circuit from wire 2045 and this branch circuit includes make-and-break contacts 2052, wire 2054, terminal 2055, where the circuit divides and one branch of this divided circuit follows wire 2056 to normally open front contacts 2051 of relay 2029, from which the circuit is completed through the electrically connected armatures 2030' and 2030 of relay 2029, wire 203|, cross amber lights 2032 and main amber lights 2033 through wire 2 ,022 to battery 2000. The other branch from terminal 2055 leads to manual selector switch arm |65'.

The manual selector switch |54' is identical to the manual selector switch illustrated in Fig. 1 and vdescribed heretofore and has the adjusting handle |68' mounted on the bar |61' connecting the two pivoted contactor arms |65 and |66. In the position shown in Fig. 2, arm |65' of this switch |54' engages dead contact |69', while the other arm |66' thereof engages contact |12' so that a circuit is completedvfrom battery 2000, wires 200| and 2046, wire 2049, switch arm |66', contact |12', wire 2059, relay 2029 and wires 2058 and 2022, back to battery 2000. The energized relay 2029 pulls down armatures 2030 and 2030-' to break the connection between armature 2030 and back contacts 2020 and complete the connection between armature 2030' and front contacts 2051. This connects the dashing circuit with wire 203|, main amber lights 2033 and cross amber lights 2032, and the circuit is completed by way of wire' 2022 back to battery 2000. Main amber lights 2033 and cross amber lights 2032 accordingly flash V in all directions, while main green lights 20|4 and that its arm |66' engages contact |13', and its' other arm |65' engages contact |10', a new flashing circuit is established. The circuit is traceable from battery 2000, through wire 200|, contacts 2006 of relay 2003, its armature 2005', wires 2046 and 2049, switch arm |66', contact |13', wire 2060, relay 206|, and wires 2062 and 2022 back to battery 2000. Energized relay 206| pulls down its armatures 2063 and 2064 to break the normal contact between armature 2061i and contact 2065, and connect front contacts 2066 to armature 2063. This establishes a circuit traceable from flashing circuit terminal 2055, through switch arm |65', contact |10', wire 2061, front contact 2066 of relay 206|, armature 2063, wire 2068 to main green lights 20|4 and cros red lights 20|5, and back to battery by way of Wire 2022.

Normally steady main green lights 20|4 and cross red lights 20|5 are now flashed intermittently to stop cross traffic and main highway traflic is additionally warned by the flashing green light that, although the right of way is clear, traillc must watch out for cross traveling vehicles which seek to enter the main highway at the intersection.

When manual selector switch |54 is manipulated so that arm |66 engages contact |14' and arm |65' engages contact |1|', a new flashing circuit is established and the circuit previously traced is broken, although the consequent deenergization of relay 206| completes the normal circuit to main green lights 20|4 and cross red lights 20| 5 through the now closed back contacts 2065 of relay 206| in the manner previously described. Accordingly, when manual selector switch |54' is disconnected completely from any of the contact points, the system lapses into its normal condition just described. However, when contacts |14' and |1|' are engaged by the corresponding arms of the switch |54', two circuits, one of which is a flashing circuit, are comp1eted. The rst circuit is traceable from battery 2000 by way of wire 200|, contacts 2006 of relay 2003, its armature 2005', wires 2046 and 2049, switch arm |66', switch contact |14', wire 2010, relay 2039, and wires 201| and 2022 back to battery 2000. 'The consequent energization of relay 2039 causes its armature 2012 to break contact with contacts 2038 and bridge contacts 2013. This establishes a second or flashing circuit traceable from terminal 2055, switch arm |65', contact |1|, wire 2014, front contacts 2013 of relay 2039, armature 2012, wire 2040, cross green lights 204|, and main red lights 2042, and by way of wire 2022 back to battery 2000.

It will be observed that, in addition to the steady main green light 20|4, the main cross light 2042 flashes intermittently, thus serving as a warning to main highway traflic that, although the right of way is open, an intersection is being approached. Likewise, although cross red lights 20|5 are steady, the flashing cross green lights 204| indicate that the intersection may be ne' In any case, the intermittent flashing signals are instantly interrupted the moment a crosstraveling vehicle engages either contact 230er 230'. That is so, because closing of each one of these street contacts immediately encrgizes slowacting relay 2003, or the equivalent timing mech- 'anismy so that the normal connection between contacts 200B is instantly broken to stop the rotation of motor B', which is the flashing circuit motor, and the connection between contacts 1.001 is mafde to start motor A' of the master signal system. s

Means is provided for converting the signal systems into a continuously operating system at will. This means is illustrated in Fig. 1 and may be duplicated in the arrangement-of Fig. 2 and consists of a locking switch I8, which is connected in parallel with one of the street contacts 23 for short circuiting the same at will. When this switch I8 is closed, the flashing signal mechanism becomes ineffective because the motor A, or thc motor A' in Fig. 2, rotates continuously to drive the switches through the alternate signal cycles.

Also as illustrated in Fig.' 1, the duration of the signal cycle may be varied at will to meet various operating conditions by means of the variable resistance 40 in the circuit ofthe timing motor A. A similar variable resistance I4I in the circuit of flasher motor B permits regulation of the time between iiashes. A similar variable resistance may be placed in the circuit of asher motor B' of the arrangement of Fig. 2.

It will be seen that the new automatic traffic regulating system of this invention provides lthe normally inactive types of master traflic contro-l systems with an auxiliary warning signal which is operative during the intervals that the master signal control system is inactive. Accordingly, dangerous intersections are always identied by a flashing signal to war-n approaching vehicles that trafiicvmay suddenly turn into the main highway from a cross street at the intersection. This is especially important when both of the master signal control systems heretofore described are employed, for the reasonthat the clear signal or no signal at all is indicated to the main highway traffic, which accordingly progresses at high speed without regardl to crossl traflic. Likewise, many cross traveling vehicles will attempt to negotiate the vmain highway, either by turning into it or cross'it, without waiting for the signal system which has been initiated by the -cros's traveling vehicle to become suiiiciently advanced to indicate the clear signal to the cross-traveling vehicle and stop the main highwayl trafiic. In general, the manual selector switch will be so positioned that the amber or caution lights flash intermittently in all directions when the master signal system is in itsnormally inactive condition, whether or not its lights or other signals are normally extinguished or indicate a clear signal to main highway traiiic and a stop signal to cross traffic. However, in certain conditions it may be necessary or advisable to procure different combinations of the ing lights. may be procured by manipulating the master selector switch to various contacting positions and arranging the connection in such a way as to secure any desirable combination.

The new flashing arrangement protects the interscction even if the street contacts should fail for any reason and not initiate the signal cycle because the flashing signal warns all who seek to cross of thedanger. Also if a vehicle is parked between the street contact and the intersection in such a Way that a following vehicle cannot gain access to the street contact, the following vehicle can nevertheless proceed with reasonable safety without benefit of the normal signal lights, because the flashing signal cautions other approaching vehicles of the danger of the intersection. contact just before the expiration of the maximum signal time allowed the trahie on his street would be stranded unless he backed up over the contact or waited for a following vehicle to actuate the contact in the former systems, but the flasher of this system provides him with reasonable'safety so that he may cross without first backing upto actuate the contact or waiting for a following vehicle to actuate it for him. The same condition results if a vehicle moves so far to the left as to avoid the contact, as when starting to make a left turn or the like.

While a preferred embodiment of the invention has been illustrated and described herein it is to be understood that the invention is not limited thereby, but is susceptible 'of many changes in form, detail and arrangement within `its scope. e

In the following claims it will be understood that the expressions signal cycle and signalling cycle refer to the usual traflic control cycle wherein stop and go signals are alternately -displayed to a street or streets of an intersection for predetermined periods of time for the control of traiiic at the intersection with each signal continuously illuminated during its display period. and in which a caution signal may or may not be interposed between successive displays 'cf the stop and go signals.

I claim: 1. In a traffic regulating system for a street Again, a vehicle last crossing a street intersection, the combination of a plurality of v separate signals in individual circuits', normally inactive switching mechanism capable upon operation of successively energizing the circuits of said signals to complete a single signal cycle and then stop, vehicle-actuated means in at least one of the streets for energizing said switching mechanism, an independent circuit including at least one of said signals, means actuated by said switching mechanism uponcompletion of the signal cycle for energizing said independent circuit andaninterrupter .in said independent cir cuit for making and breaking -the same to intermittently energize said one signal, the operation of said last-named means continuing until interrupted by said mechanism in response to reactuatlon of the vehicle-actuated means.

2. In a traflic regulating system for a street intersection, the combination .of a plurality of ,separate signals in individualv circuits, normaliy inactive switching mechanism capable upon cperation of successively energizing the circuits ef' said signals to complete a` single signal cycle, and then stop, vehicle-actuated means in at least one of the streets for energizing said switching mech' anism, an independent circuit including a plurality of said first signals, means actuated by said switching mechanism upon completion of circuit, and an interrupter in said independent circuitfor making and breaking the same to intermittently energize said last signals, the operation of said last-named means continuinguntil interrupted by said mechanism in response to reactuation of the vehicle-actuated means.

3. In atrailic regulating system for a street intersection, the combination of a plurality of separate signals in individual circuits, normally inactive switching mechanism capable upon operation of successively energizing the circuits of said signals tol complete asingle signal cycle and then stop, vehicle-actuated means in at least one of the streets for energizing said4 switching mechanism, an independent circuit having branches leading to a plurality or saidisignals, means actuated by said switching mechanism upon completion of the signal cycle for energizing said independent circuit, and selective means controlling said branch circuits for selecting certain of said signals for energizatiomvthe operation of said last-named means continuing until interrupted by said mechanism in response to reactuation of the vehicle-actuated means.

4. In a trailic regulatingvsystem for a street intersection, the combination of a plurality of separate signals in individual circuits, normally inactive switching mechanism capable upon operation of successively energizing `the circuits of said signals to complete a single signal cycle and then stop, vehicle-actuated means in at least one of the-streets forvenergizing said switching mechanism,Y anl independent circuit having branches leading to a plurality of said signals, means actuated by said switching mechanism upon completion of the signal cycle for energizing said independent circuit, selective means controlling said branch circuits i'or selecting certain of said signals for energization, and an interrupter in said independent. circuit for intermittently making and breaking the branch circuit selected by said selective means for intermittently ener-f gizing the corresponding signals, the operation oi' said last-named means continuing until interrupted by said mechanism in response to reactuation of the vehicle-actuated means.

5. In a tra-nic regulating system for a street intersection, the combination of a plurality of separate signals in individual circuits, normally inactive switching mechanism capable upon operation of successively energizing the circuits of said signals to complete a single signal cycle and then stop, vehicle-actuated means in at least one of the streets for energizing said switching mechanism, and means independent of said switching mechanism but initiated thereby upon completion of the signal cycle for intermittently reenergizing a plurality of said signal circuits to intermittently energize ythe signals thereof, the operation of said last-named means continuing until interrupted by said mechanism in response to reactuation of the vehicle-actuated means.

6. In a traffic regulating system for a street intersection, the combination of a plurality of sepa-rate signals in individual circuits, normally inactive switching mechanism capable upon operation of successively energizing the circuits of said signals to complete a single signal cycle, and then stop, vehicle-actuated means in at least one of the streets for energizing said switching mechanism, means independent of said switching mechanism but initiated thereby upon completion of the signal cycle for intermittently reenergizing a plurality oi' said signal circuits to in-I nal cycle and then stop, in at least one of the streets for energizing said 2,049,651 the signal cycle for energizing said independent termittently' energize the signals thereof, the operation of said last-named means continuing until interrupted by said mechanism in response to reactuation oi' the vehicle-actuated means and devices interposed between said last-named 5 means and said signals for disconnecting any of said signals, whereby only selectedl signals are intermittently energized and deenergized.

v7. In a tramo regulating system for a street intersection, the combination of stop, go and 10 caution signals in individuall circuits, normally inactive switching mechanism capable upon operatioig-ot successively energizing the circuits of said signals to complete a signal cycle and then stop, vehicle actuated means in at least one of 15 the streets for energizing said switching mechanism, and means independent of said mechanism but initiated thereby upon completion of the signal cycle for intermittently energizing the caution signal circ-uit to intermittently energize 20 the caution signal, the operation of said lastnamed means continuing until interrupted by said mechanism in response to reactuation of the vehicle-actuated means.

8. In a traffic regulating system vfor a street 25 intersection, the combination oi at least two sets oi' a plurality oi' signals directed in different directions, individual signals of each set being included inone of a plurality of circuits, switching mechanism capable upon operation of successively energizing the said circuits to complete a sigvehicle actuated means mechanism, and means independent of said mechanism but initiated thereby upon completion of u the signal cycle for intermittently making and breaking one of said circuits to intermittently energize ,and deenergize signals in both of said different directions, the operation of said last named means continuing until interrupted by 40 said mechanism in response to reactuation of the vehicle-actuated means.

, 9. In a tramo regulating system for a street intersection, the combination of at least two sets oi a plurality of signals directed in different directions, individual signals of each set being included in one of a plurality oi.' circuits, switching mechanism capable upon operation of successively energizing the said circuits to complete a signal cycle and then stop, vehicle actuated means in at least one of the streets for energizing said mechanism, auxiliary switching mechanism independent of said first named switching mechanism but initiated thereby upon completion of the signal cycle for reenergizing one of said circuits, and an interrupter actuated by said auxiliary switching mechanism for interrupting said one circuit to intermittently energize signals in both of said diii'erent directions, the operation of said auxiliary mechanism continuing until interrupted by said mechanismin response to reactuation of the vehicle-actuated means.

10. In a trafiic regulating system for a street intersection, the combination of atleast two sets of a plurality of signals directed in diierent directions, individual signals of each set being included in one of a plurality of circuits, switching mechanism capable upon operation of successively energizing the said circuits to complete a signal cycle and then stop, vehicle actuated means in at least 70 one of the streets Afor energizing said mechanism, and means independent of said mechanism but initiated thereby upon completion of the signal cycle for intermittently making and breaking one of said circuits to intermittently energize and deenergize signals in both of said different directions, the operation of said last-named means continuing until interrupted by said mechanism in response to reactuation of the vehicle-actuated means, and a manual selector switch for connecting said last-named means to any of said circuits to intermittently energize selected signals.

11. A trafiic regulating system located at the intersection of at least two traffic lanes including signal lamp circuits for said traiiic lanes, a timecontrolled switch associated with said circuits for variably opening and closing the same to complete a signal cycle and then stop, said switch being normally idle in an initial position so that the system is normally inactive, means actuated by a vehicle approaching the intersection in at least one of the lanes for energizing said timecontrolled switch, and means rendered effective by the restoration of said switch to its initial position for reenergizing at least one of said lamp circuits, said means including independently operative circuit interrupting mechanism f or intermittently opening and closing the circuit of said one lamp for intermittently iiashing the same, the operation of said last-named means continuing until interrupted by said mechanism in response to reactuation ofthe vehicle-actuated means.

12. A traffic regulating system for a street intersection including a. pair of signal circuits, one circuit including a signal to indicate stop and the other to indicate go, switch means movable through a signal cycle for alternately energizing said circuits, normally inactive time-controlled means for moving said switch means through its signal cycle, vehicle actuated means in at least one of the streets for rendering said-time-controlled means active, means including the switch for restoring the time-controlled means to its inactive condition upon completion of only a single signal cycle, and mechanism independent of said last-named means butv initiated thereby upon completion of the signal cycle for continuously making and breaking *one of said circuits to intermittently energize the signal thereof, the operation of said mechanism continuing until stopped by said switching means in responseto reactuation of the latter by said vehicle-actuated means.

13. A traiilc regulating system for a street intersection including a pair of signal circuits, one circult including a signal to indicate stop and the other to indicate go, switch means movable through a cycle for alternately energizing said circuits, normally inactive time-controlled means for moving said switch means through its cycle, vehicle actuated means in at least one of said streets for rendering said time-controlled means active, means including the switch for restoring the time'- controlled means to its inactive condition upon taneously ilashed intermittently, the operation of said interruptor continuing until stopped by said switch means in response to reactuation of the latter by said vehicle-actuated means.

14. A traiiic control system for a street intersection, includirg a pair of signal circuits, one circuit including a signal lamp to indicate stop and the other a signal lamp to indicate go", switching means operable through a signal cycle for alternately energizing said signal circuits and illuminating said signal lamps, normally inactive time-controlled means for moving said switching means through only a single signal cycle, vehicleactuated means in at least one of the streets for rendering said time-controlled means active, means independent of the switching means but initiated thereby at the end of the timed cycle for deenergizing one of said circuits to extinguish the lamp thereof, an independently operative circuit interrupting mechanism, and an independent signal circuit including the other of said signal lamps and said interrupting mechanism, said independent circuit being energized by the initiation of said independent means to ash the signal lamp therein, the energization of said independent signal circuit continuing until deenergized by said switching means in response to-reactuation of the latter by said vehicle actuated means.

15. A signalling system arranged at the intersection of a highway and a cross road for regulating traffic, said system including a highway signal lamp circuit and a cross-road signal lamp circuit, a time-controlled switch means in said circuits for alternately opening and closing the same, said switch being normally idle in an initial position so as to normally retain the highway circuit closed and permit highway trafiic to cross the intersection, means actuated by a vehicle approaching the r intersection on the cross road for actuating the switch so as to alternately energize said lamps and circuits continuously for predetermined periods to successively signal the right-of-way to the cross road and highway, said means including the timecontrolled switch and being operative for automatically restoring the switch and the lamp circuits to their initial conditions upon completion of only a single signal cycle, and mechanism actuated by said last-named means upon completion of the signaling cycle for continuously interrupting at least oneA of said circuits to intermittently flash the lamp thereof, the operation of said mechanism continuing until interrupted by said switch means in response to reactuation of the latter by said vehicle-actuated means. 

